Railway signaling apparatus.



PATENTED NOV. 22, 1904.

J. T. CADE.

RAILWAY SIGNALING APPARATUS.

APPLICATION FILED OUT. 6, 1902.

4 SHEETS-SHEET 1 N0 MODEL.

INVENTOR WITNESSES.

ATTORNEYS PATENTED NOV. 22, 1904..

J. T. GADE.

RAILWAY SIGNALING APPARATUS.

APPLICATION FILED OUT. 6, 1902.

INVENTUR A'Tiu'.

4 SHEETS-SHEET 2.

b w w ymw 4: ATTORNEYS N0 MODEL.

WITNESSES:

PATENTED NOV. 22., 1904:,

1. I. GADE. RAILWAY SIGNALING APPARATUS APPLIOATION FILED OCT. 6, 1902,

4 SHEETSSHEET 3.

N0 MODEL.

yaw 6 ATTORNEYS No "273,5 9? PATBNTED NOV, 22, 1904, J. T, UADH.

I RAILWAY SIGNALING APPARATUS APPLICATION FILED OUT. 6, 1902 'NO MODEL.4 SHEETSSHEET 4.

mm gm Patented November 22, 1904.

' UNITED STATES PATENT OFFICE.

JOHN T. CADE, OF MIDLAND TOWNSHIP, BERGEN COUNTY, NEWV JERSEY,

ASSIGNOR, BY MESNE ASSIGNMENTS,

COMPANY, OF GATES, NEW

TO GENERAL RAILIVAY SIGNAL YORK, A CORPORATION OF NEW YORK.

RAILWAY SIGNALING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 775,797, dated November22, 1904.

Application filed October 6, 1902.

To all whom it may concern:

Be it known that I, JOHN T. CADE, a subject of His Majesty the King ofGreat Britain, and a resident of Midland township, in the countyv ofBergen and State of New Jersey, have invented certain new and usefulImprovements in Railway Signaling Apparatus, of which the following is aspecification.

My invention relates to railway signaling apparatus, and the meansembodying my invention, hereinafter particularly described, are adaptedfor use in an electrical automatic signaling system. u

According to my invention I produce two different clear indications withthe employment of a single clutch.

According to my invention an actuating part is provided which receivesmotion from a suitable motive mechanism under the control of such singleclutch and which produces one clear indication in one part of itsmovement and the other clear indication in another part of its movement.

My invention also includes a lock for holding the home signal at clear,such lock being controlled by the actuating part, and my inventionincludes various improvements in the construction and combination ofparts, and has for its principal objects simplicity of construction andreliability of action and durability.

I will now describe the railway signaling apparatus embodying myinvention, which is illustrated in the accompanying drawings, and willthereafter point out my invention in claims.

Figure l is a side elevation of a signal embodying my invention with thesignal-box in section. Fig. 2 is an end elevation of thesignal-actuating mechanism. Fig. 3 is a de tail side elevation of thesignal-operating levers and engaging part and back plate, showing thenormal position of these parts with both signals at safety. Fig. 4 is adetail section on the line 4: 4, Fig. 2, of the sliding contact for theconductor of the clutch-electromagnet. Fig. 5 is a detail sideelevation, and

Fig. 6 is a detail end elevation, of the signal- Serial No. 126,026. (Nomodel.)

operating levers and engaging part and back plate, showing the positionof these parts with 5 both signals at danger. Figs. 7 and 8 are similarviews with the home signal at clear and the distant signal at danger.Figs. 9 and 10 are details of the movable lock and adjacent parts. Fig.11 is a vertical section of the upper part of the post, showing theconnections between the up-and-down rods and the semaphores or signals.Figs. 12, 13, and

14 are enlarged sections on the line 12 12, Fig. 2, of thecircuit-controller for the motor 0 and clutch circuits in differentpositions. Fig.

15 is a diagram of the controlling-circuits of the motor and the clutch.

I shall describe the operation of the signal apparatus in a normallyclear system, and Figs. lto 4:, inclusive, and Figs. 12 and 15illustrate the position of parts with bothsignals in the clear position.The drawings illustrate a construction of signaling apparatus in whichtwo signals are employed a home signal 16 and a distant signal 17suchsignals constituting signal indicating means constructed to give threediiferent indications of the conditions of railway traflic, two blocksclear with both signals in the safety position, as shown in Fig. 1, oneblock clear with the distant signal only in the danger position anddanger or train in home block with both signals in the danger position.

The signals are shown as carried upon a signal-post 26. The signal-box27 is secured upon this post and incloses and protects thesignal-actuating mechanism. The up-anddown rods 1% for the home signaland 15 for the distant signal extend up through the post. 5

The actuating means for the signal mechanism are shown as consisting ofan electric motor M, supported on the base 10, preferably pivotally on avertical axis, so that the motor may be turned to permit ready access 9for cleaning the commutator-brushes,&c. The shaft m of this motor isconnected by a clutch 11 with the shaft of a pinion 1, carried inbearings in the standard 9, this clutch permitting the motor to beturned on a vertical axis, as above described.

The motor imparts movement to a toothed actuating-drum (L, which isloosely fitted on the main shaft (Z, so as to rotate freely thereon whennot connected thereto by the clutch or electric slot mechanismhereinafter described. The connection between the motor l M and theactuating-drum (Z is effected vby a 1 train of reducing-gearing, shownas comprisl ing the pinion 1, above mentioned, meshing with thegear-wheel 2 on an intermediate shaft n, the pinion 3 on the shaft ormeshing with the gear-wheel f on a second intermediate shaft 0 and thepinion 5 on the intermediate shaft 0 meshing with the gear-teeth 6 onthe actuating-drum (Z. A suitable standard 7 provides front bearings forthe shafts a and 0, and the rear bearing for the shaft n is provided ina standard 18, and the rear bearing for the shaft 0 is provided in thecentral standard 8. This standard 8 also contains the front bearing forthe main shaft (Z, the other main bearing for the main shaft (Z beingprovided in the rear standard 19.

The function of the electric motor and connecting-gearing is to actuatethe main shaft (Z when the clutch or slot is engaged to put the signalsto clear. It is obvious that other constructions of motive mechanism maybe employed for this purpose and that the motor may be pneumatic orgas-operated or of other suitable types.

' The clutch or slot mechanism shown is of the same general constructionas that shown in the patent to T. B. Keeler, No. $2,769, dated July 16,1885. The electromagnet C of this slot mechanism is of the well-knownironclad type, with a disk-shaped armature 20, and the armature-lever 21has a loose and pivotal connection with the armature 20, so that thearmature may freely seat itself on the poles of the electromagnet. Theelectromag net 0 is carried on the disk which is rigidly secured uponthe main shaft (Z and is located within the actuating-drum (Z, the druma being, as aforesaid, loose upon the main shaft (Z. The armature-lever21 is pivoted in a bracket l 22, secured to the disk g, and its movementis limited by a back stop 23, and it has a projectingarm 24, arranged toengage with and lock the pawl 25 when the armature 20 ,is held againstthe poles of the clutch-electromagnet C. The pawl 25 is pivoted in abracket 26, and its movement is limited by stops 2' and j, and whenlocked by the armature-lever it engages with one of the lugs .9, therebyrotatively connecting the drum 0 and main shaft (Z, so that theactuation of the drum by the motor will actuate the main shaft. As shownin Fig. 1, with the signals in the normal clear position theclutch-electromagnet C is energized and the pawl 25 is in engagementwith a lugs and holds the signals at clear against 1 the resistance oftheir counterweights. \Vith l the parts in this position after thecompletion of the movement to clearthe motor is i these twosignal-levers being i l, l i l deenergized, and in some instances thefriction of the gearing may be relied upon to prevent backward movementof the motor and accompanying movement of the signals to danger', but Iprovide a weighted pawl e, which will engage with a tooth r on the drum(Z, to prevent the counter-weights from forcing the gearing and motorbackward and putting the signals to danger when the clutch is energizedand the motor deenergized.

The main shaft (Z carries an actuating part which causes one of theclear indications of the indicating means, as the putting of the homesignal to clear by one portion of the pivotal or partly-rotativemovement thereof, and the other clear indication of the indicatingmeans, as the putting of the distant signal to clear by another portionof the pivotal or partly-rotative movement thereof, this actuating partbeing shown in the form of a plate f, rigidly secured upon the mainshaft (Z and located thereon between the homesignal lever t and thedistant-signal lever a, loosely mounted upon the main shaft so as tooscillate freely thereon and being actuated to raise the respectiveup-and-down rods to put the signals to clear by engagement with theactuatingplate f.

The home-signal lever t is connected with the home signal 16 by theup-and-down rod 14, which is pivotally joined at its lower end to thehome-signal lever t and at its upper end to the arm 12 on the shaft ofthe home semaphore or signal. The distant-signal lever a is connectedwith the distant signal 17 by the up-and-down rod 15, which is pivotallyjoined at its lower end to the distant-signal lever a and has a slottedconnection at its upper end with the arm 13 on the shaft of the distantsemaphore or signal 17 The function of this slotted connection is topermit the distant-signal up-and-down rod 15 to perform its operationsin the event of the distant signal being held at clear by freezing ofthe bearings or otherwise, so that the distant signal will not interferewith the movement of the home signal to danger, and this slottedconnection permits the distant signal to go to danger independently byits counterweight whenever the distant-signal up-anddown rod is lowered.It is of course understood that each semaphore is counterweighted to goto danger by its spectacle, as usual, and that the weight of theup-anddown rods also'tends to move the signals to danger and the weightof the distant-signal up-anddown rod 15 will constitute thecounterweighting means to open the clutch and move the distant-signallever 25 to extreme lower position.

The normal position of the actuating-plate fis that shown in Figs. 2 and3, with both signals at clear. The signals will have been forced to thisposition against the action of their counterweights by theactuating-plate f, which will have been actuated to effect suchoperation by the motor. I will now describe the operations whereby thesignals are forced from their danger positions, to which theircounterweights at all times tend to move them, to their normal clearpositions. The positions of parts with both signals at danger is shownin Figs. 5 and 6, both up-anddown rods 14 and 15 being in their lowestpositions. The first portion of the movement of the actuating part willclear the home sig nal, and this will be effected by the engagement ofthe actuating-plate f with a movable lock 1 in the home-signal-operatinglever t. This movable lock 3/ is shown as having endantifriction-rollers and is fitted to slide, in a cross-slot which isformed in the end of the home-signal lever 25 opposite to that at whichthe up-and-down rod 14 is connected thereto, and the actuating-plate hasan inclined face e, which bears against the front roller of the movablelock 9 and the rear roller of the movable lock 1 bears against thelock-plate w, which is secured to the'rear standard 19. The engagementof the movable lock 3/ and the actuatingplate f causesthehome-signal-operating lever 25 to move with the actuating-plate andforce the home signal to clear. At the completion of this movement thelock 9 is in the position shown in Fig. 10, ready to be forced back intoa notch 20' in the lock-plate w and clear of the actuatingplate f upon afurther forward movement of the actuating-plate. Should the conditionsof trafiic require only the home signal tobe put to clear, the partswill remain in this position, (shownin Figs. 7, 8, 9, and 10,) the locky bearing against the inclined face e of the actuating-plate ready toforce the clutch open should the clutch-electromagnet C be deenergizedand to return the home signal to danger in such event. The movement fromthe position indicating one block clear to the position indicating twoblocks clear or the putting of the distant signal to clear is effectedby a further forward movement of the actuating-platef. The initialmovement will move the lock y rearwardly into the notch w and clear ofthe actuating-platef, so that the further forward movement of theactuating plate will not affect the home signal. The pro jection c onthe front face of the actuatingplate f will now engage with a projection24 on the distant-signal-operating lever wand the actuatingplate willmove the distant-signal-opcrating lever, thereby moving upward thedistant up-and-doWn rod 15 and forcing the distant signal to clear. Atthe completion of this movement the parts will be in the normalposition. (Shown in Figs. 1, 2, and 3 and also in Fig. 11, the latterview showing the position of the up-and-down rods let and 15.) Thecounterweighting means, consisting of the up-and-down rod 15, now exerta pressure against the actuating-plate f at the engaging projections uand '0 ready to force open the clutch as soon as theclutch-electromagnet C is deenergized.

Themotor and clutch circuits are controlled by the movement of thesignal-operating mechanismthrough a circuit-controller at the rear endof the main shaft (Z. This circuitcontroller comprises fourcontact-springs M C M" C", (shown in diagram in Fig. 15,)

, these contact-springs being adapted to make contact with fixed points30, 31, 32, and 33, respectively, under the control of rollers m 0 m 0,respectively, carried on arms projecting from the main shaft (Z, thecontact of each controlling-roller with its spring closing the springupon its contact-point. The drawings also show a construction of slidingcontacts for the conductors of the clutch-electromagnet C, comprisingthe two sliding contacts 79, carried on arms on the main shaft (Z andmoving at all times in contact with the 0011- ductor-springs q. (SeeFig. 1.) The two conductor-springs q and the four contactsprings M C M()and the respective contact-points are carried on an insulating-plateZ1, supported on a bracket 28, this bracket 28 extending rearwardl yfrom the rear standard 19, and the extreme rear end of the main shaft (Zis shown as guided in a bearing-piece 29, extending up from the rear endof the plate l2.

For the purpose of controlling the indieations of the signals suitablecontrollingmeans, automatic or manual, may be provided. For automaticcontrol suitable circuits would be provided, affected by the conditionsof traflic on the railway-line. The particular construction ofcontrolling means or circuits forms no part of the present invention,and I have only illustrated in Fig. 15 a relay H, which will be the homerelay or trz' ck-relay and will release its armature with a train in thehome block, and a distant relay D, which will be included in either atrack or a line circuit and will release its armature when the advancehome signal is at danger or the block in advance of the home block isoccupied by a train and which is shown as controlled by the home relay Hthrough the armature-iinger 4:2,so that its circuit will be opened whenthe home relay releases its armature. l. have illustrated a portiononlyof the circuitof the distant relay, including the wire 43,armaturefinger 42, and wires 44 and a5, and have not shown any part ofthe circuitof the home relay. l have shown diagrammatieallyarmature-fingers 34, 35, and 42, carried by the home-relay armature andarmature-lingers 36 and 37 carried by the distant-relay armature.

Figs. 12 and 15 illustrate the position of the parts with both signalsin the normal clear position, the clutch-circuit being closed from thebattery B through wire 38, clutch 0, wire 39, spring C", contact-point33, wire 40, armature-linger 36, and wire 41 back to the battery. When atrain passes the signals, the

home-relay will release its armature, and this will open the circuit ofthe distant relay D at the armature-finger 42, and the distant relay Dwill release its armature and open the clutch-circuit at thearmature-finger 36. The armatures of both the home relay H and thedistant relay D are now released. The counterweighting means will nowopen the clutch and return the signals to danger, and thereby the mainshaft will be partly rotated backwardly; but as the clutch and motorcircuits are all opened at the relays H and D no circuits will be closedduring this backward movement of the main shaft, and both signals willgo to danger. Then the train leaves the home block, the home relay Hwill attract its armature. The circuit-controller will then be in theposition shown in Fig. 13, the home motor-spring M and the homeclutch-spring C being closed against their contact-points 30 and 31,respectively, and the attraction of the armature of the home relay Hwill close the motor-circuit and clutch-circuit, and thesignal-actuating mechanism will be operated, as heretofore described, toput the home signal to clear. The clutch-circuit will be from battery Bthrough wire 38, clutch-electromagnet C, wires 39 47, home clutch-springC, point 31, wire 48, armature-finger 34, and wire 41 back to battery.The motor-circuit will be from battery B by wires 38 46, motor M, wire49, home motor-spring M, point 30, wire 50, armature-finger 35, and wire41 back to battery. At the conclusion of the movement of putting thehome signal to clear, the circuitcontroller willbe in the position shownin Fig. 14, with the home motor-spring M open, and thereby the motorwill have been deenergized, and with the distant motor-spring M closedready to energize the motor when the distant relay D is caused toattract its armature. The home clutch-spring C is still closed,maintaining the direct control of the home relay H on theclutch-circuit. When the train leaves the advance block, or the advancehome signal is cleared, the distant relay D will attract its armature,thereby closing the motor-circuit through the distant motor-spring M andcausing the signal-actuating mechanism to be operated as described toput the distant signal to clear. This motor-circuit will be as follows:from battery B by wires 38, 46, motor M, wire 49, distant motor-springM", point 32, wire 51, armature-linger 37, and wire 41, back to battery.The distant clutch-spring C closes before the home clutch-spring Gopens, so as to maintain the clutch-circuit closed without interruption.The circuit closed by the distant clutch-spring C is the normally closedcircuit heretofore described. At the conclusion of this movement theparts are in normal position, the final movement opening the distantmotor-spring M" and leaving the distant clutch-spring C closed to holdthe signals in the normal clear position so long as the home block andthe advance block are clear of trains.

If the signaling apparatus is operated upon the normal danger plan, thesequence of operations will be different from that above described, asis well understood.

It will be seen from Fig. 15 that the home relay H and the distant relayD are electric translating devices and that each controls the clutch andmotor through the circuit-controller.

It is obvious that various modifications may be made in the constructionshown in the drawings and above particularly described within the spiritand scope of my invention.

What I claim, and desire to secure by Letters Patent, is

1. In arailway signal apparatus, the combination of two signalindicating means each adapted to give two different indications; motivemechanism therefor; and clutch mechanism for setting the two indicatingmeans successively and always in the same order, and for releasing themin the reverse order.

2. In a railway signal apparatus, the combination of two signalindicating means each adapted to give two different indications ofrailway traflic, and when free to take one indicating position; motivemechanism therefor; and a clutch mechanism actuated by the motivemechanism for setting the two indicating means successively, and forreleasing them in the reverse order.

I 3. In a railway signal apparatus, the combination of twocounterweighted signals each adapted to indicate danger and one blockclear; motive mechanism therefor; and clutch mechanism for setting thetwo signals successively to indicate one block clear and two blocksclear, and for releasing them in the reverse order.

4. In a railway signal apparatus, the combination of two counterweightedsignals each adapted to indicate danger and one block clear; motivemechanism therefor; connecting means actuated and released by saidclutch and adapted to connect the motive mechanism with said twoindicating means for setting them successively to indicate one blockclear and two blocks clear; and a clutch between the motive mechanismand the connecting means.

5. In a railway signal apparatus, the combination of a home signal and adistance signal each adapted to indicate danger and one block clear;motive mechanism therefor; connecting mechanism comprising clutchmechanism for setting the two signals successively; and a clutch betweenthe motor mechanism and the connecting mechanism.

6. In a railway signal apparatus, the combination of two signalindicating means each adapted to give two different indications; anactuating part; motive mechanism therefor; connecting means between theactuating part i and both indicating means for setting said indicatingmeans successively; and a clutch adapted to connect the motive mechanismwith the actuating part for operating the latter.

' 7. In a railway signal apparatus, the combination of two signalindicating means each adapted to give two indications; an actuatingpart; motive mechanism therefor; connecting means between the actuatingpart and both indicating means comprising a clutch mechanism adapted toconnect with said indicating means successively tocause a clearindication of one of them and then of the other; means for returning thesaid indicating means to another position when released from saidclutch.

8. In a railway signal apparatus, the combination of two signalindicating means each adapted. to give a clear indication relating to adifferent portion of the railway from the other; an actuating part;motive mechanism therefor; connecting means between the actuating partand both indicating means adapted to operate one signal only, when theother signal is set; and means for returning the signals to the otherposition.

9. The com binationof two signal indicating means eaeh'adapted to give aclear indication relating to a different portion of the railway from theother; an actuating part; motive mechanism therefor; connecting meansbetween the motive mechanism and said actuating part; connecting meansbetween said actuating part and each indicating means adapted to cause acomplete setting movement of one indicating means by movement of the actuating part in one direction through one portion of its path, and acomplete setting movement of the other indicating means by furthermovement in the same direction of the actuating part and to release saidsecond indicating means by return movement of the actuating part throughthe same portion of the path by which it set said second indicationmeans and to release said first indicating means by return of saidactuating part through the same path by which it set said firstindicating means; and a clutch between said motive mechanism'and saidactuating part for permitting the return of said indicating means.

10. In a railway-signal apparatus, the combination of two signalindicating means each adapted to give a clear indication with referenceto a different portion of the railway from the other; a movableactuating part; motive mechanism; a clutch between said motive mechanismand said actuating part; and coir necting means between said actuatingpart and both indicating means adapted to set one indication means byone portion of the movement of the actuating part in one direction, andto set the other indication means by furtheiymovement of the actuatingpart in the same direction and to return and release said indicatingparts successively by a reverse movement of said actuating part.

11. In a railway signal apparatus, the combination of a home signalcounterweighted to go to danger; a movable actuating part; motivemechanism; a part connected to the home signal, and with which saidactuating part is adapted to engage to set the home signal against itscounterweight; a part connected to the distant signal and with whichsaid actuating part is adapted to engage to set the distant signal bothsignals being set succes sively by a movement of the actuating part inone direction; and a clutch connecting the motive mechanism and theactuating part.

12. In a railway signal apparatus, the combination of a home signal; anoperating-lever, and aconnecting-rod between the two; a distant signal;an operating-lever, and a connecting-rod between the two; motivemechanism; a movable actuating part adapted to engage both leverssuccessively by a movement in one direction to cause clear indicationsof both signals successively; and a clutch for connecting and releasingthe motive mechanism and the actuating part.

13. In a railway signal apparatus, the combination of a home signal anda distant signal; a movable actuating part; motive mechanism; a partconnected to the home signal and with which said actuating part engagesto set the home signal and to lock it in the clear position; a partconnected with the distant signal and adapted to engage said actuatingpart to set the distant signal while the home signal is held locked in aset position; and a clutch mechanism between the motive mechanism andactuating part.

14. In a railway signal apparatus, the combination of a home signal anda distant signal; a movable actuating part; motive mechanism; a partconnected to the home signal and with which said actuating part engagesto setthe home signal and to lock it in the clear position; a partconnected with the distant signal and adapted to engage said actuatingpart to set the distant signal while the home signal is held locked in aset position.

15. The combination of a home signal counterweighted to go to danger andapart connected thereto, a distant signal eounterweighted to go todanger and a part connected thereto, motive mechanism, a pivotedactuating part, means carried by said actuating part and adapted in themovement to clear to engage first with the part connected to the homesig nal to put the home signal to clear and then with the part connectedto the distant signal to put the distant signal to clear, locking meansfor holding the home signal at clear controlled by the pivoted actuatingpart, and a single clutch adapted to connect the motive mechanism andpivoted actuating part to produce both of such indications.

16. The combination of a home signal counterweighted to go to danger, adistant signal counterweightedto go to danger, motive mechanism, apartconneeted to the home signal and IIO a movable lock thereon, apivoted actuating part adapted to engage with such lock to move the homesignal to clear, a lock-plate adapted to receive such lock to hold thehome signal at clear, a part connected to the distant signal and withwhich such pivoted actuating part is adapted to engage to move thedistant signal to clear, and a single slot adapted to connect the motivemechanism and actuating part to produce both of such indications.

17. The combination of a home signal counterweighted to go to danger anda distant signal counterweighted to go to danger, anelectrically-controlled motor, an actuating part and an'electric-circuit controller controlled thereby, a single electric clutchadapted to connect the motor and actuating-part, ahome electrictranslating device controlling the clutch and motor through suchcircuit-controller, a part connected to the home signal and with whichsuch actuating part is adapted to cooperate to put the home signal toclear and thereby open at such circuit-controller the motorcontrollingcircuit controlled by the home electric translating device, a distantelectric translating device also controlling the clutch and motorthrough such circuit-controller, and a part connected to the distantsignal and with which such actuating part is adapted to cooperate to putthe distant signal to clear and thereby open at such circuit-controllerthe motor-controlling circuit controlled by the distant electrictranslating device.

18. The combination of a home signal counterweighted to go to danger anda distant sig nal counterweighted to goto danger, anelectrically-controlled motor, a pivoted actuating part and electricalcircuit-controller controlled thereby, a single electric clutch adaptedto connect the motor and actuating part, electric means controlling theclutch and motor through such circuit-controller, a part connected tothe home signal and a movable lock thereon, the pivoted actuating partbeing adapted to engage with such lock to move the home signal to clearand thereby open at such circuit-controller the motor-controllingcircuit for the home signal, a lock-plate adapted to receive such lockto hold the home signal at clear, and a part connected to the distantsignal and with which such pivoted actuating part is adapted to engageto move the distant signal to clear, and thereby open at suchcircuitcontroller the motor-controlling circuit for the distant" signal.

19. The combination of a home signal and an up-and-down rod andoperating-lever therefor, a distant signal counterweighted to go todanger and an up-and-down rod and operatinglever therefor, the distantsignal and up-anddown rod being connected so as to permit theup-and-down rod to move to lower position independently oi' the distantsignaLmotive mechanism, a pivoted actuating part adapted in the movementto clear to engage first with the home-signal-operating lever to put thehome signal to clear and then with thedistant-signal-operating lever toput the distant signal to clear, a lock for holding the home signal atclear controlled by the pivoted actuating part, and asingle clutchadapted to connect the motive mechanism and pivoted actuating part toproduce both of such indications.

JOHN T. CADE.

Witnesses:

AARON DEAN, Jr., CHARLES HAMEL.

